Car end buffer



Nov.'2, 1947. G. E. DATI-x CAR END BUFFER Filed Nov. 9, 1944 2 *Sheets-Sheet 1 i? 77; 6715/4/ //////l//V1/ gy M Vl//l G. E. DATH CAR END BUFFER Nov. 25, 1947.

Filed Nov. 9, 1944 2 Sheets-Sheet 2 George E. ,Daf/'v O By Laamw 1 raiented Nav. 25, 1947 CAR END BUFFER George E. Dath, Mokena, Ill., assignor to W. H.

Miner, Ine., Chicago, lll., a corporation of Dela- Ware Application November 9, 1944, Serial No. 562,581

8 Claims.

This invention relates to improvements in buffers for railway cars.

One object of the invention is to provide a buffer for railway cars having combined spring and frictional resistance to absorb the shocks to which the car is subjected in bufng action, wherein the means for producing the resistance to shocks comprises a, relatively movable friction casing and a spring resisted friction clutch slidingly telescoped within the casing, the casing forming a part of the buffer head and being slidable within a housing secured to the end of the car, and the clutch including friction shoes engaging the casing and a wedge pressure transmitting member having spreading engagement with the shoes and anchored to the housing,

A more specific object of the invention is to provide a mechanism, as set forth in the preceding paragraph, wherein the buffer head is held assembled with the housing and has its outward movement limited by being anchored to the wedge, which, in turn, is anchored to the housing, and wherein the anchoring means between the wedge and the housing and the wedge and the buffer head comprises interengaging lugs brought into operative engaging position by relative rotary displacement of the wedge with respect to the buffer head and relative rotary displacement of the wedge and housing, and in the finally assembled condition of the mechanism the parts are held locked against relative rotary displacement by shouldered engagement of the housing and buffer head and the buffer head and the wedge.

Other objects of the invention will more clearly appearfrom the description and claims hereinafter following.

In the drawing forming a part of this specification, Figure 1 is a longitudinal, vertical sectional view of my improved buiier, illustrating the same mounted in position on the end of a railway car. Figures 2 and 3 are transverse, vertical sectional views, corresponding respectively to the lines 2-2 and 3 3 of Figure 1. Figure 4 is a rear end elevational view of the buier shown in Figure 1, detached from the car. Figure 5 is a detailed perspective view of the wedge D of my improved mechanism. Figure 6 is a transverse, vertical sectional view, corresponding substantially to the line 6-6 of Figure 1. Figure 7 is a longitudinal sectional view, interiorly of the wedge, corresponding substantially to the line 'l-l of Figure 1.

In said drawing, I0 indicates a portion of the end wall of a railway car, the portion illustrated being at one side of the longitudinal center line of the car and having my improved buffer mechanism mounted thereon. As will be understood, the buffer mechanism is duplicated at the other side of the car and the two mechanisms cooperate in a well-known manner with a pair of similar buffer mechanisms on the end of an adjacent car.

My improved buffer mechanism proper, as shown in the drawing, comprises broadly a housing A; a buffer head B, including a tubular friction casing C; a wedge D; three friction shoes E-E-E; and a spring resistance F.

The housing A is in the form of a tubular shell of hexagonal, transverse cross section having a transverse, vertical rear wall Il, which is extended laterally outwardly beypnd the shell, thereby providing securing flanges I2-I2. The housing A is secured to the end wall l0 of the car by any suitable securing means, such as bolts l3-l3, extending through openings in the wall I0 ofthe car and in the flanges |2-l2 of the housing A. The rear wall ll of the housing A is provided with a central opening I4 therethrough, which is of circular outline.

The buffer head B, which includes the cylindrical casing C, has the latter extending rearwardwardly from the buffer head proper which closes the front end of the casing and forms the end wall I5 of the same. The wall l5 projects laterally outwardly of the casing C and,as hereinbefore stated, forms the head member proper of the buer head.v

The casing C is in the form of a tubular member of hexagonal, transverse cross section and slidingly ts within the housing A, being thus held against rotary displacement with respect to the housing. At the inner end of the casing A, the side walls thereof are thickened, as indicated at I6, said thickened wall portions presenting three longitudinally extending, interior friction surfaces ll-Il-l'l of V-shaped, transverse cross section. The friction surfaces Il--ll-Il converge forwardly of the casing, each surface l1 being formed by two adjacent wall portions of the hexagonal casing. The corners of the hexagonal casing C and the housing A are rounded, as shown, and the casing C is provided with three inturned stop flanges or lugs I8-I8-I8 at the inner end at alternate corners thereof, that is, at the corners between adjacent of the V-shaped friction surfaces of the casing.

The wedge D is in the form of a hollow post having an enlargement or head i9 at the forward end and a hollow shank member 20 extend- 3 ing rearwardly from said head. The shank 20 is of cylindrical, transverse, exterior cross section and has its rear end extending into the opening I4 ofthe wall II of the housing A. The tubular shank or stem of the wedge D has an inturned flange 2I at the rear end providing an opening 22 at the rear end of the wedge member, which opening is of square outline and serves a purpose hereinafter pointed out. The head I9 of the wedge D also has a transverse, vertical; front wall, which is provided with a square opening 23 therethrough, the opening 23 being of the same size as the opening 22I and in longitudinal alignment therewith. On the outer sides, the head 24-24-24, which are arranged symmetrically about the longitudinal, central axis of the mechanism and converge forwardly. The shank 20. of the wedge has three radially outwardlyprojecting, arcuate, retaining lugs 25-25-25 adjacent the rear end thereof, which are equally spaced circumferentially of said shank. The lugs 25 are engaged in back of three retaining anges 26 the housing, thereby preventing accidental disengagement of the lugs 25 of the wedge from the flanges 28 of the housing.

The spring resistance F is disposed within the the casing C and comprises a relatively light inner coil and a heavier outer coil. The front ends of the` coils of the spring F bear on the inner side of the head proper of the buffer head B. The rear-end of the outer coil of the spring bears on the front ends of the shoes Ef-E-E and the rear end of the inner coli bears on the front end of the wedge D. The spring resistance Fis preferably under a predetermined initial compression. I9 is provided with three V-shaped wedge fac'es 15 In-assembling the mechanism, the wedge D is first placed within the housing A with the lugs \-25 thereof in the spaces between the flanges 26 28-26 on the rear wall II of the housing and" equally spaced circumferentially of the openingl I4 and overhang the portion of the wall II which is adjacent said opening, thereby providing slots 28--28--28 between the wall II and said flanges.

In the completely assembled condition of the mechanism, the arcuate lugs -25-25 of the wedge are engaged within the slots 28--28-28 .A

to lock the wedge tothe housing A, the lugs 25 and the anges 26 forming. in eiect, a bayonet joint.

The friction shoes E are three in number and surround the head I9 of the wedge D, being interposed between the wedge faces of the latter and the friction surfaces of the casing C. Each shoe E has an outer friction surface 29 of V- shaped, transverse cross section engaging the corresponding V-shaped friction surface I'I of the casing C. On the inner side, each shoe has a V-shaped wedge face 30 engaging the corresponding wedge face 24 of the wedge D. At the forward end, the wedge D has three radially projecting vretaining fingers or lugs 3I-3I-3I, which extend between adjacent of the shoes E-E-E and are engaged in back of the flanges or lugs I 8 of the casing C. The lugs or fingers 2| of the wedge limit outward movement of the casing C with respect to the former, and the wedge being anchored to the housing A by the lugs 25 serves as a retaining member for holding the parts assembled and limiting outward movement of the builing hea'd B ywith respect to the housing A. In this connection it is pointed out that inasmuch as the housing A and the casing C of the buffer head B are of hexagonal form, the same are locked against relative rotation and limited to lengthwise movement with respect to each other. The shoes E-E--E are locked against rotation with respect to the housing by the V-shaped interengaging friction surfaces II and 29 thereof. The-wedge is locked against rotation with respect to the shoes by the fingers 3| which are engaged between adjacent shoes and further by the cooperating V- shaped engaging wedge faces of the wedge and shoes. As will be evident, the parts are thus al1 interlocked against rotation with respect to of the housing A. The spring F and the shoes E'are then lplaced within the casing C of the buffer head and the casing C telescoped within the housing AA in position with the retaining ment with'thefianges 26-26-26 ofthe housing. In this connection it is pointed out that the fingers or lugs I-vll-II at the front end ofthe wedge D are in longitudinal alignment with the lugs 25-25-25at the rear end of tbe shank of the wedge. With the wedge positioned, as hereinbefore stated, the fingers 3I-3I-3I are disposed in the spaces between the lugs I8-I8- I8 of the casing C. During the operation just described, the shoes are forced inwardly or forwardly of the casing C by a suitable tool. preferably a member having three prongs which engage the rear ends of the shoes and are entered through opening 32-32-32 provided in the rear wall II of the housing, so that the rear ends of the' shoes will entirely clear the fingers. or lugs 3I-3I-3I of the wedge. When the parts have been thus far assembled, the wedge is given a turn bya wrenchlike tool, such as a square bar, engaged through the openings 22' and 23 of the wedge, to engage the lugs 25 in back of the flanges 26 of the housing and the lugs or fingers 3| at the front end of the wedge in front of the lugs I8 of the' casing C. The wedge is thus anchored to the housing A and to the casing C. The three pronged tool is then removed, thereby permitting the spring F to force the shoes E-E- E rearwardly into engagement with the wedge faces of the wedge block.

The operation of my improved buffer mechanism is as follows: Upon inward movement of the buier head B through pressure exerted thereon by any object, such as the buffer head of an adjacent car, the friction casing C is forced inwardly of the housing A, thereby compressing the spring F against the shoes E-E-E and the wedge D. Due to the pressure exerted by the spring F on the shoes E-E-E, they are spread apart by the wedge D and brought into tight frictional engagement with the friction surfaces of the casing C. During the continued inward movement of the casing C, the shoes E-E-E slide on the friction surfaces of the former, thereby providing the desired high frictional resistance. Inward movement of the buffer head is positively limited by engagement of the head proper I 5 thereof with the front end of the housing A. When the actuating force is removed, the expansive action of the spring F restores all of the parts to the normal full release position shown in Figure 1, outward movement of the buffer head B, including the casing C, .being limited by shouldered engagement of the wedge D therewith.

AI have herein shown and described what I now consider the preferred manner of carrying out my invention, but the same is merely illustrative and I-c'ontemplate all changes and modifications that come within the scope of the claims appended hereto.

I claim:

1. In a buffer for railway cars, the combination with a housing adapted to be secured to the end -of 9, car; of a buifer head movable lengthwise with 'respect to said housing, said head including a friction casing slidingly telescoped within said housing; friction shoes within said casing having sliding frictional engagement therewith; a, wedge member having wedging engagement with the shoes, said wedge member having shouldered engagement with the housing and casing to limit outward movement of the latter with respect to the former; and spring means within the casing yieldingly opposing movement of the wedge and shoes inwardly of the casing.

2. In a buffer for railway cars, the combinahold said wedge member against rotation with respect to the shoes; stop flanges on the casing engageable by said lugs to limit outward movement of the casing with respect to the wedge member, said wedge member having shouldered engagement with the housing to hold said Wedge against outward movement with respect to the housing; and spring means within the casing yieldingly opposing movement of the wedge and shoes inwardly of the casing.

3. In a buffer for railway cars, the combination with a housing adapted to be secured to the end of a car, said housing beingof angular, interior, transverse cross section; of a buffer head movable lengthwise with respect to said housing, said head including a friction casing of angular, transverse cross section slidingly tting within said housing; friction shoes within said casing having sliding frictional engagement therewith; a wedge member having wedging engagement with the shoes, said wedge member having shouldered engagement with the housing and casing to limit outward movement of the latter with respect to the former; and springmeans within the casing yieldingly opposing movement of the wedge and shoes inwardly of the casing.

4. In a buffer for railway cars, the combination with a housing adapted to be secured to the end of a car, said housing being of angular, interior, transverse cross section; of a buffer head movable lengthwise with respect to saidv housing, said head including a friction casing of angular, transverse cross section slidingly fitting within said housing; friction shoes slidable within the friction casing, said shoes and casing having friction surfaces of angular, transverse section limiting the shoes to lengthwise movement with respect to the casing; a wedge member having wedging engagement with the shoes, said wedge member having lugs engaged between adjacent shoes to hold said wedge against rotation with respect to the shoes; stop flanges on said casing engageable by said lugs to limit outward movement of the casing with respect to the wedge member, said wedge member having shouldered engagement with the housing to hold said wedge against outward movement with respect to the housing; and spring means within the casing yieldingly opposing movement of the wedge and shoes inwardly of the casing.

5. In a buffer for railway cars, the combination with a housing adapted to be secured to the end of a car, said housing being of angular, interior, transverse cross section; of a buffer head movable lengthwise with respect to said housing,

` said head including a friction casing of angular,

transverse cross section slidingly fitting within said housing; friction shoes-slidable within the friction casing, said shoes and casing having friction surfaces of angular, transverse section limiting the shoes to lengthwise movement with respect to the casing; a wedge member having wedging engagement with the shoes, said wedge member having lugs engaged between adjacent shoes to hold said wedge against rotation with respect to the shoes; stop flanges on said'casing engageable by said lugs to limit outward movement of the casing with respect to the wedge member; retaining flanges on said housing; lugs on said Wedge member engaged in back of said retaining flanges to limit outward movement of said Wedge with respect to the housing; and spring means within the casing yieldingly opposing movement of the wedge and shoes inwardly of the casing.

6. In a buer for railway cars, the combination with a housing adapted to be secured to the end of a car, said housing being of angular, interior, transverse cross section; of a buffer head movable lengthwise with respect to said housing, said head including a friction casing of angular, transverse cross section slidingly tting within said housing.; friction shoes within said casing, said shoes and casing having lengthwise extending, interengaging friction surfaces of V-shaped transverse cross section limiting the shoes to lengthwise movement with respect to the casing; a wedge member having wedging engagement with the shoes, said wedge member having lugs engaged between adjacent shoes to hold said wedge against rotation with respect to the shoes; stop flanges on said casing engageable by said lugs to limit outward movement of the casing with respect to the wedge member, said wedge member having shouldered engagement with the housing to hold said wedge against outward movement with respect to the housing; and .spring means within the casing yieldingly opposing movement of the wedge and shoes inwardly of the casing.

7. In a buffer for railway cars, the combination with a housing adapted to be secured to the end of a car, said housing being of angular, interior, transverse cross section; of a buffer head movable lengthwise with respect to said housing, said head including a friction casing of angular, transverse cross section slidingly fitting within said housing; friction shoes within said casing, said shoes and casing having lengthwise extending, interengaging friction surfaces of V-shaped, transverse cross section limiting the shoes to lengthwise movement with respect to the casing; a wedge member having wedging engagement with the shoes, said wedge member having lugs engaged between adjacent shoes to hold said wedge against rotation with respect to the shoes: stop flanges on said casing engageable by said lugs-to limit outward movement of the casing with respect to the wedge member; retaining flanges on said housing: lugs on said wedge engaged in back of the retaining flanges of the housing to limit outward movement of said wedge; and spring means within the casing yieldingly opposing movement of the wedge and shoes inwardly of the casing.

8. In a butler for railway cars. the combination with a housing of hexagonal, interior cross section secured to the car; oi a buffer head movable lengthwise with respect to said housing, said head including a friction casing of hexagonal, exterior cross section slidlngly ntting within said housing; friction shoes slidable within said casins. said casing and shoes having interengaglng.

8 Y V-shaped friction surfaces extending lengthwise of the mechanism; a wedge member having wedging, engagement with said shoes, said wedge member having retaining iingers engaged between adjacent shoes to hold said wedge member against rotation with respect to the shoes; stop flanges on the casing engageable by said ngers to limit outward movement of the casing with respect to the wedge member; a rearwardly extending stem on the wedge member; retaining lugs on the housing; locking lugs on the rear end oi said stem engaged in back of said retaining lugs to lock the wedge to the housing: and spring means within the casing yieldingly opposing movement of the wedge and shoes inwardly of the casing.

GEORGE E. DATH. 

